William g a villet and louis maetaeeschb



(No Model.)

W. GAVILLET 8v L. MARTARESGHE.A

GAS MOTOR.

Patented Feb. 8, 1887.

No. 357,193. /wj

L mins Phowumugraphnr, wushiugmn, D. c,

" UNITED STATES PATENT OFFICE.

WILLIAM GAVILLET AND LOUIS VMAR'IARESCHE, OF PARIS, FRANCE.

GAS- MOTOR.

SPECIFICATION forming part o Letters Patent No. 357,193, dated February 8. 1887,

Application filed June 4, 1886. Serial No. 204,145. (No model.) Patented in France November 16, 1885,No.172,302; in Belgium March 13, 1886, No. 72,348; in Luxemburg March 17, 18H6, No. 664; in Austria-Hungary March 22, 1886, No. 12,181 and No. 38,927, in Spain March 24, 1886,.N0. 9,205; in England March 27, 1886, No. 4,321, and in Italy April 5, 1886, No. 19,749.

To all whom it may concern.-

Beit known that we, WILLIAM GAYILLET and LoUIs Mnn'rnnnsonn, citizens of the Republic of France, residing atParis, France, have invented certain new and useful Improvements in Gas-Motors, (for which we have obtainedLetters Patent in France, bearing date November 16, 1885, No. 172,302; 'in Belgium March 13,1886,'No. 7 2,348; in Austria-Hungary March 22, 1886, No. 12,181 and No. 38,927; in

i England March 27, 1886, No. 4,321;` in LuXemburg March 17, 1886, No. 664; in Italy April 5, 1886, No. 19,749; in Spain March 24, 1886, No. 9, 205;) andwe do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

Referring to the' accompanying drawings, Figure 1 is a side elevation, Fig. 2 a top 'plan View, and Fig. 3 a vertical longitudinal central section, of our improved gas-engine. Fig. 4. is a transverse section of the same on the line a: x of Fig. 2. Fig. 5 is a longitudinal vertical section of the valve-casing, taken on line y y of Fig. 2. Figs and 7 are end views of the engine. Fig. 8 is a detail sectional view of the bobbin of the electromagnet; aud Fig'. 9 is a sectional end view` of the engine, showing the electric devices for ignitingthe charge.

The invention has for its object to increase the efcieucy and operation of gasengines ,and to simplify their construction and it consists, essentially, in constructing the cylinder of a single piece contracted at lone end and inclosed or surrounded by a cooling-jacket.

The invention further consists in a novel arrangement and construction of lmechanism and combination of mechanisms for introduc- 1 ing the charges into the cylinder, for regulating and i gniting said charges, Yand for exhausting the spent gases from the cylinder.

`The invention consists, lastly, in a novel construction of a generator of electricity for igiiiting the charges.

In our improved gasLengine thatportion of c', while that portion of said cylinder which,

constitutes the combustion-chamber C2 is or may be devoid of such cooling-jacket, according to the gaseous compound employed as a motive power. When certain gaseous compounds are used, more especially compounds derived from liquid fuel-such as hydrocarbon oils and other like gaseous compounds#- much better results are obtained when such gases are brought into contact with highlyheated surfaces, the heat of which not only completely gasilies the non-gasified portions thereof, but also tends to expand the gaseous compound, (vapor and air or air and other gas,). which, as is Well known, results in a greater amount of power developed and a corresponding economy in gaseous fuel. In this manner the usual superheating devices for superheating the gaseous compound before admission into the combustion-chamber may be dispensed with. Vhen, however, a gaseous compound is employed which requires no suyperheating, or when such superheating may become detrimental to the efficient Working of the engine, the combustion-chamber C2 may be surrounded by a cooling-jacket, c?, as shown in Fig. 3.

r'If desired, instead of utilizing the jacket c2V for purposes of cooling the combustion-chamber, the said jacket may be tlled with a nonconductor of heat, to prevent loss of 'heat by n radiation, and thus more effectually superheat the charges; or the portion of the cylinder in which is formed or which constitutes the combustion-chamber maybe enveloped in a non-conductor of heatsuch as asbestus' or other like material--and, finally, if a jacketed combustion-chamber is employed the spentgases from the cylinder may be exhausted through said jacket to heat that portion of the cylinder and prevent radiation, the said spent gases escaping from the jacket at o", and being admitted theretothrough exhaustpassage e and exhaust-valve V and valve-chamber o, as shown in Fig. 9. This cylinder C We construct of .one piece, thereby effecting a greater economy in the construction of the engine.

l The cylinder C is open at one end and closed at the other by a head, C. The piston 'is of any appropriate construction, and is pivoted to its piston-rod R, which latter is in turn connected, as usual, with the crank-shaft S. The shaft S carries 'a helicoidal pinion, l?, that meshes with a corresponding wheel, XV, on a counter-shaft, S, arranged at right angles to shaft S along one side ot' the engine, and said shaft S carries, as usual, a ily-wheel, XV.

Upon shaft S' is secured a pulley, p', that is connected by belt with the diivingpulley of a pump, A, Figs. l and 2, and which pumps the water from the base B of the engine-frame (which base is hollow and serves as a waterreservoir) into thejacket c of the cylinder.

Any well-known means for lubricating the power-cylinder may be employed. Ve prei'er, however, to employ a lubricator that is controlled by the movements of the piston, and in such a manner that the quantity of the lubricating agent fed t-o the powercylinder and distributed over the inner surface thereof by said piston will be regulated by the speed ot' the latter, and the feed automatically cease with the movements of said piston. Such an arrangement of devices we will now describe.

The power-cylinder is automatically lubricated by means of the following devices: O, Figs. l, 2, and 3, is an oil-cup, in which is arranged a feed-tube, t, whose upper end is beveled off, as at t', and whose lower end communicates with the interior of the piston-chamber C of the cylinder C.

Upon a shaft, s, that has its bearings in thev oil-cup, is mounted a pulley, p, anda sprocket or toothed wheel, fw, over which travels an endless chain, a, to which is attached an oiloarrier, a, which may consist of a brush, a sponge, `or a carrier of other like material, that dips into the oil, and as it travels over the upper end of the feed-tube t engages the cut- -away or beveled portion t', and the oil held thereby is thus squeezed out and runs down the feed-tube t into the cylinder, to be taken up by the piston. To keep the chain at a propertension, we provide a tensionspulley, p3, which is preferably made adjustable vertically in any usual well-kuown or desired manner.

The chain a is operated from the governor Gby means of the pulley p, belted to a pulley, p", on a shaft, s, that carries a bevel-pinion, b2, which meshes with a like pinion, b', on the governor-shaft s. The latter is driven from shaft si, and said shaft .s2 from the crank-shaft Y S, through pulleys p3 p, on shafts s2 S, and a crossed belt, b2.

Of course when the engine is not in operation the oiling devices cease also to operate, as will be readily understood.

The admission of the gaseous compound is eieeted as follows: Upon the counter-shaft S is secured a sleeve, D, that has a cam or groove,

d, in which rides a lug, or, preferably, a friction-roller, Z2, on the end of the arm L2 of a lever, L, pivoted to the side of the engine, whereby said lever receives a uniform oscillating movement on its fulcrum or pivot-pin l", the arm L of lever L has a recess, Z', that faces the stem v of the admission-valve V, the other end, l2, of the lever-arm L2 has a longitudinal perforation that communicates with the recess l', and contains a pin or lug, Z3, that terminates in a loop or oblong eye, Z. To the lower end of the spindle `of the governor G is connected a horizontal pin, g, Fig. 1, that lies within the eye Z of the pin l, the said pin being of such length as to nominally project into the recess l in the lever L in the path of the valve-stem c. rlhe regulating-valve V is held to its seat in the valvecasing bya spring,.e, Fig. 5, and the gaseous compound is admitted to the valvecasing by port or pipe E.

It is obvious that as long as the crank-shaft S rotates at agiven or normal speed the valve V will`be actuated by the pin or lug Z3 at each oscillation of the lever L to admit a charge to the distributing valve-case or valve V2; but when the speed of the crank-shaft increases the pin g will be drawn vertically out of the recess l', and consequentlyY out of the path of the valve-stem, and said valve will not be actuated to admit a charge to the cylinder, as will be readily understood.

The gaseous compound passes from they valve-casing F of valve V into valve-casing F2, in which are arranged the exhaust-valve V and the distributing-valve V2, and these valves communicate by passages or ports with the combustion-chamber Cz of the cylinder C. These two valves V and V2 are timed by and operated from the crank-shaft S, through the counter-shaft S and the cams I and H, said valves being held to their seats by gravity and by the power of coiled springs e c2, respectively, as shown in Fig. 1. In order to cause said valves to move in vertical planes the cams H and I, instead of acting directly upon the valve-stems, are caused to impinge upon plate or leaf springs h and i, respectively, as shown in Figs. l and 4.

The ignition of the charges in the combustion-chamber C2 may be effected in the following manner, referring more particularly to Fig. 6: Upon shaft S is mounted a cam, K,

IIO

passes to the igniter N2, when a spark is pro- ISO readily adjusted, we 'prefer' to employ the means shown in Figs. 3, 7, 8, and 9, inasmuch.

the magnets is arranged an armature, Q., conp sisting of a softiron core, q, upon which arey The wound a number of insulated wires, q. armature Q is secured to disks or heads H at opposite ends, provided with'trunnions 7L, arranged to rotate in bearings h', the said heads being insulated from-the bearings; or, if desired, the heads may be insulated from t-lie armature.

The magnets are of simple polarity in order to increase the magnetic force, while the armature is bipolary, its poles being concentric with their axes and connectedtogether through their soft-iron cores, and When the engine is at rest the induced circuit through the armature is closed. f

It is obvious that when the armatn re is sud- `denly rotated the circuit is not only interrupted to produce the electric spark at the igniter, but aninduced reverse current is produced in the `armature-wire, thatgreatly increases the power ot' the electric spark at the igniter. f

At one of the armatures is arranged a collector, R, which has as many-metallic blocks as there are sections in the armature-wire, the ends of each Wire of the sections being connected with one of the blocks of the collector, and said sections may vary in number according to the conditions4 of use, the number of metallic blocks of the collector Varying correspondingly. rlhe electric currents are taken from the collector by two brushes, R', isolated from each other, and secured to one of the trunnions of the heads H of the armature.

The armature is rotated as follows: The cam K, above referred to, instead of being provided with a nose or projection, k, has a shoulder, k', that engages with a hook at the end of a rod, r, pivoted to an arm, a", mounted on the trunnion of one ofthe heads of the armature, said rod if being held in contact Withthe cam by a spring, r2, and a spring, r, returning the arm r and rod i' into their normal position after being drawn out of the same by the cam K. Vhenthe rod if is released from the cam K as the latter rotates with the shaft S, a sudden partial rotation is thereby imparted to the armature under the stress ofthe spring r3, thereby reversing or changing the polarity in the field magnets, the current passing through the spring r* to the igniter. This spring r4 also serves to actuatethe crankshaft S3, that has a pin, s3, that is thereby moved ont of contact with the contact T, by which the current returns to the generator, and this interruption' produces the electric spark to ignite the charge.

'Of course it will be understood that the movements of t-he admission, distributing, and exhaust valves and the igniter are properly timed so as to perform their functions in proper rot-ation. f

The exhaustvalve V opens as soon' as the course of the piston has been reversed to expel the spent gases, when the admission and distributing valves V V2 admit'the charge, which is compressed during the completion of the backward course of t-he piston and ignited when said piston has reached the limit of its backward movement.

Having thus described and ascertained the nature of our said invention, what we claim, and desire to secure by Letters Patent, is-

l. In a gas-engine, a working-cylinder com prising a combustion and a piston chamber and an inclosing-casing divided by a partition to form a separate jacket for the combustion and piston chambers for the purpose of cooling the said piston-chamber and heating the said combustion-chamber, su bstantially as and Vfor the purposes specified.

2. .In a gasengine, the combination, with a working cylinder comprising a combustion and a piston chamber, and an iuclosing-casing formed integral therewith, divided by a partition to form a separate jacket for the combustion and piston chambers, of a pump controlled by the piston, a connection between the pump and the jacket surrounding thepiston-chamber, and a connection between the exhaust-port ofthe vengine and the jacket surrounding the combustion-chamber, whereby .a cooling agent is circulated in the jacket of the pistonrhamber and a heating agent in the jacket of the combustion-chamber, f subs'anf tially as and for the purposes specified.

3. In a gasengine, the combination, with the frame thereof constructed with a hollow base to serve as a reservoir for a cooling agent, a power-cylinder comprising a combustion and a piston chamber, and an inclosing-casing 'formed integral therewith, divided by a partition to form a separate jacket for the combustion and piston chambers, of a pump controlled by the piston, connections between the pump, the hollow base, and the jacket surrounding the piston chamber,and a connection between the exhaustport of the engine and thejacket surrounding the combustion-chamber, whereby a cooling agent is circulated through the hollow base andbthe jacket of the IOC IILy

nected with and movable on said lever, operating to impinge upon the valve'stem to move the valve oft its seat when the lever is oscillated in one direction, and a connection between the lug or pin with the governor, Whereby said pin is moved out of line with the valvestem when the speed of the engine increases beyond a normal speed, substantially as and for the purpose specified.

5. In a gas-engine, the combination, with the admission-valve and governor, the spindle of said governor carrying at its lower end a pin, g, projecting therefromat right angles, of means for controlling the movements of said valve and governor, consisting of the powershaft S and driving mechanism for driving the governor, a lever, L, and intermediate mechanism for oscillating said lever from said `power-shaft on a line with the stem oi' the valve, the arm L of said lever having a recess, l', and the pin or lug Z3, terminating in an eye, l", arranged to slide in the outer end of the arm L of lever L and project into the recess l, the eye of said pin engaging with the pin g of the governorspindle, substantially as and for the purpose specified.

6. The combination, with the combustionchamber of the engine, the valves V V V2, the governor, the spindle of which carries at its lower end a pin, g, the power-shaft S, and mechanism for operating the governor from said shaft, of the counter-shaft S', operated sisting of a series of eld-magnets, an armature arranged to oscillate in the magnetic field of the magnets, a collector, a pair of brushes ier taking off the currents from the collector, and electrical connections between the brushes and igniter and between the latter and the dynamo, substantially as and for the purpose specified.

8. The combination, with the piston and the combustion-chamber of a gas-engine and an igniter consisting of a circuit-breaker controlled by and timed to the movements of the piston, of a dynamo consisting of a series oi 1ieldmagnets, and an armature adapted to 0scillate in the magnetic field thereof, and having its poles arranged relatively to the poles of the field-magnets, so as to maintain a con stant induced current in said armature, and to have the current reversed when the polarity is changed by oscillating said armature, a collector for collecting the electric currents, brushes for taking oli' said currents, and electrical connections between the brushes and the igniter, and means for controlling the movements of the armature from and timing the same to the movements of the' piston, substantially as and for the purpose specified.

9. The combination, with the Valves V V2, the stems of which project through their valvecasing, the shaft S', and cams l H, of the leafsprings lt h', interposed between the valve* VILLIAM GAVILLET. LOUIS MARTARESCHE.

I Witnesses: ROBT. M. Hoornn, LEON SCHMITTBUHL. 

